Car-truck



(No Model.) 2' Sheets-Sheet 1. G. E. BLAINE. GAR TRUCK Patented June 4, 1889.

- 3 Sheets-Sheet 2. G. E. BLAINE.

GAR TRUCK.

Patented June 4, 1889.

(No Model.)

No. 404.676.v

wn xm n u uw \m /AT'I'E ST f s sheetssheet s. G. E. BLAINB.

A GAR TRUGK.

No. 404,676. I Patented June 4, 1889..V

' /MTE ST- pd/m ` UNITED STATES PATENT OFFICE.

GEORGE E. BLAINE, OF DAYTON, OHIO.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 404,676, dated J une 4, 1889. Application tiled )ctober 5, 1888. Serial No.287,262. (No modeh) To all whom it may concern,.-

Be it known that I, GEORGE E. BLAINE, of Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Car-Trucks; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same,

reference being had to the accompanying drawings, and to the letters of reference of parts, and wherein the bolster is 'formed of a single sheet of steel rolled into or approxselves remain unjoined.

imately into the form of a cylinder, the ends of which are joined by the saddles, thus giving the cylinder the strength and character1 of a continuous joined tube Without the expense and labor of Welding, as the edges them- These objects are accomplished by, and my invention consists in, certain novel features of construction and combinations of parts more fully described hereinafter, and particularly pointed out in the claims.

Referring to the drawings hereto annexed, Figure l is a side elevation of the truck. Fig. 2'is a perspective view of the hanged block column or strengthening-brace. Fig. 3 shows a transverse section of the lower part of a railroadcar and the improved truck supporting the same, the bolster being shown in longitudinal section. Fig. 4 is a perspective view of the complete cylindrical bolster and the bearing-saddles ready for use. Fig. 5 shows a sectional view of one of the saddles detached, showing the spring, bolt, and beambearing, with anti-friction rolls in section. Fig. 6 shows an end view of the cylindrical bolster in a partially-completed conditionto plainly illustrate the simplicity of its construction. Fig. 7 is a detached perspective view of one ot the spring caps or seats sup- A is the cylindrical bolster, which is rolled out of a single piece of metal, preferably steel. I prefer to have the longitudinal edges meet at the top, and when in this position the saddles B are placed in position upon the cylinder, extending across the meeting ends of the plate and bolted to the same, thus holding the plate in its cylindrical form. Of course the saddles and cylinder-plate are provided with bolt-holes to register with each other before they are put together. The holes in the plate may be punched or formed in any suitable manner.

A suitable number of saddles B are used upon each bolster, and the saddles are concaved upon their under sides to fit snugly upon the periphery of the cylinder and extend across the break in the same, and they also extend upwardly from the bolster a suitable distance, and, as shown in Fig. 5, each (preferably) saddle is providedwvith a socket in its upper side, in which a coiledspring a is located and surrounds a square arm d, carrying upon its upper end a cap or seat E, which the spring yieldingly supports. seat is provided with flanges, between Which the anti-friction rollers d are mounted. It will thus be seen that the spring caps or seats E have a yielding movement, and the arms d extend through the saddles and bolster, and their This cap or The cross-beam H rests directly upon these rollers, which allows independent movement of the same without friction or injury to the parts. The center saddle receives the kingbolt I, which passes loosely through the same, and this saddle has the coiled spring a located in its socket, and the cross-beamrof the car or the king-bolt is provided with a cap or socket m, embracing the spring and extending loosely into the socket, so as to slide therein with the movement of the car-body. By means of this king-bolt construction the trucks can easily swing and have an inde- IOO pendent movement when passing around curves, &c.

Strengthening braces or blocks D are exteriorly located upon each end of the bolster and upon both sides of the saine, and each brace upon its lower side is provided with a scat formed by a flange or wing l), provided with side ilanges e, in which the truss-bar c rests and to which it is firmly bolted between the flanges, and from the trussbar the brace extends upwardly to the arcl1-bar,where it is provided with a corresponding bearing-wing l) and flanges e, in which the arch-bar C is bolted. These braces are curved to conform to the curve of the bolster and are provided with internal ribs or flanges a', fitting closely upon the exteriorof the bolster and provided with apertures by which the brace is firmly bolted to the same. The end saddles are fitted over the arclrbars and ends of braces D and secured bybolts passing through these parts and the bolster, thereby most rigidly securing the parts together and increasing the strength of the bolster, while the seats in the braces for the arch and truss bars firmly hold these parts and prevent lateral play or knuckling or bending of the same, and also the braces prevent spreading or bulging of the bolster by means of the ribs a', thus increasing the strength and rigidity of the bolster, so as to exceed those formed solid of metal or wood and avoiding the expense of these old constructions.

In Fig. 3 a different form of yielding suporting arrangement is shown, especially adapted for use with passen ger-cars. In this case an aperture is made both through the saddle and cylindrical bolster, through which passes an arm of what might be termed a bell-crank, the fulcrum of which may be formed on the saddle. Two of these crank-arms G G are re quired for one spring when this construction is used, the parts being arranged as follows: The cylindrical bolster being in place and provided with the saddles, having apertures through them, and the fulcrums f j' being properly placed, the bell-crank arms G are put in position, one of their arms g passing down through the cylindrical bolster, while the other arm k stretches out to receive the cross-beam H. The arm g passing into the hollow bolster is provided at its lower end with a curved spring-plate i', which is pivotally secured thereto, and when in position a coil or other spring I is placed between the arms g g, the ends of the spring l resting in or against the plates t' Ai, which form seats therefor.

The arm 7s of crank G is provided with seats or caps ,7' j for journalbearings for anti-friction rollers d. These rollers are round, of

course, in the direction ot' their rotation, but they are also rounded in' the direction of their length, as may be readily seen by reference to Figs. 3 and S; or the roller maybe described tapering f rom the middle toward the ends. rPhe object of giving these rollers a rounded surface, as described, is that when the crankarm t moves up or down by more or less load or weight of the car or the :irregularity of its motion the contact of the rub-iron with the roller will be uniform.

lt will be evident that as the car is loaded and the arms k k are pressed down the weight is gradually transferred nearer the fulcrum, so that the leverage on the springs becomes lessened. The distance from the outer end of the roller from the fulcrum being greater than the distance from the inner end, the leverage is therefore lessened and will act upon the spring in proportion to the weight of the car, and hence the resiliency of the spring remains intact, as it is not vsuln'ected to the sudden varying shocks usual to springs of the ordinary arrangement.

lt is obvious that various other arrangement and disposition of parts maybe adopted as experience or requirements may suggest without departing from the spirit ol my invention, and I therefore do not desire to be confined to the exact form shown.

Having thus described 1n y invention and th e best means at present known to me for carrying the same into eftecuwhatl claim as new, and desire to secure by Letters Patent, is-

1. A bolster for railway-car trucks, consisting of a single plate of metal bent or rolled into the form, or substantially the form, of a hollow cylinder, with the longitudinal opposite or meeting edges of the plate unjoined, substantially as described.

2. Arailway-canti'uck bolster consisting of a single metal plate bent or rolled so that its longitudinal edges are brought opposite or directly meet, in combination with saddles and braces strengthening the bolster and prevent ing the longitudinal opposite ends of the plate from spreading, substantially as described.

8. ln a car-truck, the combination, with a tubular bolster, of saddles secured upon and extending above the bolster and having openings or sockets extending therethrough, and arms located in said openings and supported by the saddles and provided with caps or seats on their uppeifends, for the purpose set forth.

4:. ln a car-truck, a bolster lcomposed of a bent or rolled metal plate and means for preventing the adjoining longitudinal ends of the same from spreading, in combination with the frames secured to the ends of the bolster for supporting the wheel-journal boxes, sub stantially as described.

5. A cartruck comprisingacylindrical bolster formed of a bent or rolled metal plate, in combination with saddles secured upon said bolster across and connecting the oppo- IOO site ends of the plate forming the same, and

the bolster from spreading, substantially as described.

7. A tubular car-truck bolster, in combination With braces rigidly secured to the ends of the same, each provided with an inwardly-extending liange fltting upon the exterior of the bolster, and with Wings at its opposite ends having side 4flanges forming seats and the arch and truss bars secured in said seats, substantially-as described.

8. A tubular car-truck bolster and the arch and truss bars, in combination with curved strengthening-braces secured upon the exterior of the bolster and provided with end seats in which said bars are secured to prevent the same from bending', substantially as described.

9. In a car-truck, the combination of a metallic bolster, yielding arms supported by and extending above the bolster, and anti-friction rollers carried by the arms upon which the car-body rests, substantially as described.

10. In a car-truck,a bolster, in combinationv with vertically-yielding caps or seats supported by and located above the bolster, and anti-friction rollers mounted in the caps or seats, substantially as described.

ll. A tubular car-truck bolster, in combination with saddles secured upon the same and provided Wit-h openings extending therethrough, and vertically-movable arms carried by and extending above the saddles and provided with saddles, caps or seats yieldingly supported and carrying rollers, the central saddle having an opening, and a king-bolt secured to the car and extending through said opening, substantially as described.

14. In combination, a car-truck bolster having saddles, the central saddlehavinga socket and opening therethrough, a spring in the socket, a king-bolt carried by the car and eX- tending through the spring and opening, and a cap or socket moving with the bolt and bearing on the spring, substantially as described.

In testimony that I claim the foregoing as my own l atlix my signature in presence of two Witnesses.

GEORGE E. BLAINE.

iVitnesses:

H. A. ANDREWS, S. C. ANDREWS. 

